Driver barrier

ABSTRACT

An apparatus and methods for a driver barrier to isolate public transit vehicle operators, such as bus drivers or coach operators, from passenger seating areas. The driver side barrier includes a driver side barrier mounted behind a driver cockpit and a door coupled with the driver side barrier. In a closed configuration, the driver side barrier and door provide a barrier between the driver cockpit and a passenger seating area of the vehicle. The door may be rotated forward to provide a protective shield around the driver cockpit while allowing passengers to enter and exit the passenger seating area. In some embodiments, the door may be extended across an aisle of the passenger seating area to a curbside barrier, thereby partitioning the driver cockpit and passenger seating areas. When not in use, the door may be stowed behind the driver cockpit.

PRIORITY

This application claims the benefit of and priority to U.S. patentapplication Ser. No. 17/338,251 filed on Jun. 3, 2021 and U.S.Provisional Application, entitled “Driver Barrier,” filed on Jun. 4,2020 and having application Ser. No. 63/034,917, the entirety of saidapplication being incorporated herein by reference.

FIELD

Embodiments of the present disclosure generally relate to the field ofsecurity devices. More specifically, embodiments of the disclosurerelate to driver barriers and methods for isolating public transitvehicle operators, such as bus drivers or coach operators, frompassengers of such vehicles.

BACKGROUND

Partitions generally are used to separate the front and rear occupantareas of vehicles, such as police cars and taxi cabs, so as to preventaccess to the front seat by passengers located in the rear seat.Partitions may be used to shield the front occupant area from contagiousdiseases, such as Influenza and Covid-19, as well as providing asecurity barrier to prevent and/or discourage hijackers, burglars,rioters, and looters from accessing the front occupant area of thevehicle. Since police cars and taxi cabs typically transport one or twopassengers, partitions in such vehicles generally comprise a protectivebarrier isolating the entire rear occupant area from the front occupantarea of the vehicle.

Operators of mass transit vehicles, such as city buses and trains, areparticularly vulnerable to criminal acts. Buses and trains generallycomprise relatively small indoor spaces, includes tight seating, and maysee upwards of a thousand people entering and exiting throughout eachday. As such, public transit operators are placed at an increased riskof encountering a wide variety of dangerous passengers. Embodimentsdisclosed herein provide driver barriers and methods for isolating apublic transit vehicle operator, such as a bus driver or a coachoperator, from the passenger area of such vehicles.

SUMMARY

An apparatus and methods for a driver barrier to isolate public transitvehicle operators, such as bus drivers or coach operators, frompassenger seating areas. The driver side barrier includes a driver sidebarrier mounted behind a driver cockpit and a door coupled with thedriver side barrier. In a closed configuration, the driver side barrierand door provide a barrier between the driver cockpit and a passengerseating area of the vehicle. The door may be rotated forward to providea protective shield around the driver cockpit while allowing passengersto enter and exit the passenger seating area. In some embodiments, thedoor may be extended across an aisle of the passenger seating area to acurbside barrier, thereby partitioning the driver cockpit and passengerseating areas. When not in use, the door may be stowed behind the drivercockpit.

In an exemplary embodiment, a driver barrier for isolating a publictransit vehicle operator from a passenger seating area of a vehiclecomprises: a driver side barrier and an opaque barrier mounted behind adriver cockpit of a public transit vehicle; and a door coupled with thedriver side barrier and the opaque barrier for providing a barrierbetween the drive cockpit and the passenger seating area.

In another exemplary embodiment, the driver side barrier and the opaquebarrier provide a protective shield between the public transit operatorand the passenger seating area. In another exemplary embodiment, thedriver side barrier enables the public transit operator to view theseating area as well as utilize a rearview mirror during operating thevehicle.

In another exemplary embodiment, the driver side barrier comprises anoptically transparent material, such as acrylic, polycarbonate, or otheroptically transparent material. In another exemplary embodiment, theoptically transparent material comprises a ⅜″ thick polycarbonate panel.In another exemplary embodiment, the optically transparent materialcomprises a ¼″ acrylic panel.

In another exemplary embodiment, the opaque barrier comprises a rigidmaterial such as metal or hard plastic. In another exemplary embodiment,the barrier further comprises one or more stanchions that support thedoor and the driver side barrier and the opaque barrier. In anotherexemplary embodiment, the driver side barrier and the opaque barrier arefixedly coupled with the one or more stanchions. In another exemplaryembodiment, the door is coupled with the one or more stanchions by wayof hinges and sliders.

In another exemplary embodiment, the hinges enable the door to rotatebetween an aisle configuration and a closed configuration that separatesthe driver cockpit from the passenger seating area. In another exemplaryembodiment, the aisle configuration of the door operates as a protectiveshield that separates the driver cockpit from an entryway of the publictransit vehicle while passengers move into and out of the seating areaand through the entryway. In another exemplary embodiment, the slidersenable the door to slide between the closed configuration and a stowedconfiguration wherein the door may be positioned adjacently to thedriver side barrier and the opaque barrier so as to provide free accessbetween the seating area and the driver cockpit and the entryway.

In another exemplary embodiment, the barrier further comprises acurbside stanchion mounted between a floor and a ceiling of the vehicleand supporting a curbside barrier that includes a fixed barrier and anopaque barrier fastened between the curbside stanchion and a curbsidewall of the vehicle. In another exemplary embodiment, the door ismounted by way of sliders coupled with one or more stanchions thatsupport the driver side barrier and the opaque barrier. In anotherexemplary embodiment, the sliders enable the door to slide between aclosed configuration and an open configuration wherein the door may bepositioned adjacently to the driver side barrier and the opaque barrierso as to provide free access between the seating area and the drivercockpit and an entryway of the vehicle. In another exemplary embodiment,the closed configuration comprises the door extending from the driverside barrier to the curbside barrier to provide a full-face protectiveshield between the driver cockpit and the entryway and the seating area.

In an exemplary embodiment, a method for providing a driver barrier to apublic transit vehicle operator comprises: fastening a driver sidebarrier and an opaque barrier to one or more stanchions behind a drivercockpit of a public transit vehicle; mounting a first slider to the oneor more stanchions at a top of the driver side barrier; mounting asecond slider to the one or more stanchions at a bottom of the opaquebarrier; configuring a door to extend from the driver side barrier andopaque barrier across an aisle of a passenger seating area comprisingthe public transit vehicle; and coupling the door with the first andsecond sliders by way of slide blocks fastened to a top and a bottom ofthe door.

In another exemplary embodiment, coupling includes coupling the slideblocks with hinges whereby the door may be rotated with respect to thefirst and second sliders, such that the door may be rotated between anaisle configuration and a closed configuration that separates the drivercockpit from the passenger seating area. In another exemplaryembodiment, fastening includes mounting a curbside stanchion between afloor and a ceiling of the vehicle and supporting a curbside barrierthat includes a fixed barrier and an opaque barrier fastened between thecurbside stanchion and a curbside wall of the vehicle. In anotherexemplary embodiment, configuring the door includes configuring the doorto slide between a closed configuration and an open configurationwherein the door may be positioned to provide free access between theseating area and an entryway of the vehicle.

These and other features of the concepts provided herein may be betterunderstood with reference to the drawings, description, and appendedclaims.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings refer to embodiments of the present disclosure in which:

FIG. 1 illustrates an exemplary-use environment wherein an exemplaryembodiment of a driver barrier is disposed between a driver cockpit anda seating area within an exemplary bus;

FIG. 2 illustrates an exemplary-use environment wherein the driverbarrier of FIG. 1 is placed into an open configuration;

FIG. 3A illustrates an isometric view of an exemplary embodiment of adriver barrier in a closed configuration;

FIG. 3B illustrates an isometric view of the driver barrier of FIG. 3Ain an open, aisle configuration;

FIG. 3C illustrates an isometric view of the driver barrier of FIG. 3Ain a stowed configuration;

FIG. 4 illustrates a close-up isometric view of a hinge and slider shownin FIG. 3B;

FIG. 5 illustrates a side ghost-view of a bus that includes an exemplaryembodiment of a driver barrier that is installed to provide a protectiveshield around a driver cockpit;

FIG. 6A illustrates a rear plan view of a close configuration of anexemplary embodiment of a full-face barrier that may be disposed betweena driver cockpit and a seating area within a bus; and

FIG. 6B illustrates the full-face barrier of FIG. 6A in an openconfiguration.

While the present disclosure is subject to various modifications andalternative forms, specific embodiments thereof have been shown by wayof example in the drawings and will herein be described in detail. Theinvention should be understood to not be limited to the particular formsdisclosed, but on the contrary, the intention is to cover allmodifications, equivalents, and alternatives falling within the spiritand scope of the present disclosure.

DETAILED DESCRIPTION

In the following description, numerous specific details are set forth inorder to provide a thorough understanding of the present disclosure. Itwill be apparent, however, to one of ordinary skill in the art that theinvention disclosed herein may be practiced without these specificdetails. In other instances, specific numeric references such as “firstpanel,” may be made. However, the specific numeric reference should notbe interpreted as a literal sequential order but rather interpreted thatthe “first panel” is different than a “second panel.” Thus, the specificdetails set forth are merely exemplary. The specific details may bevaried from and still be contemplated to be within the spirit and scopeof the present disclosure. The term “coupled” is defined as meaningconnected either directly to the component or indirectly to thecomponent through another component. Further, as used herein, the terms“about,” “approximately,” or “substantially” for any numerical values orranges indicate a suitable dimensional tolerance that allows the part orcollection of components to function for its intended purpose asdescribed herein.

Operators of mass transit vehicles, such as city buses and trains, areparticularly vulnerable to criminal acts. Buses and trains generallycomprise relatively small indoor spaces, includes tight seating, and maysee upwards of a thousand people entering and exiting throughout eachday. As such, public transit operators are placed at an increased riskof encountering a wide variety of dangerous passengers and situations.Partitions may be used to provide a security barrier to prevent and/ordiscourage hijackers, burglars, rioters, and looters within a passengerarea of a bus or train from accessing an operator area of the vehicle.Embodiments disclosed herein provide driver barriers and methods forisolating public transit vehicle operators, such as bus drivers or coachoperators, from the passenger area of such vehicles.

FIG. 1 illustrates an exemplary-use environment wherein a driver barrier100 is disposed between a driver cockpit 104 and a seating area 108within an exemplary bus 112. The driver barrier 100 generally comprisesa transparent door 116 that is mounted adjacent to the cockpit 104 suchthat a driver may open and close the door, as desired. The door 116 maybe made of acrylic, polycarbonate, or any similar optically transparentmaterial. In one embodiment, the door 116 comprises a ⅜″ thickpolycarbonate panel. In a closed configuration, shown in FIG. 1 , thedoor 116 provides a barrier between the driver cockpit 104 and theseating area 108. It is contemplated that the closed configuration ofthe door 116 advantageously prevents passengers within the seating area108 from accessing the driver cockpit 104, thereby protecting the driverfrom potential hijackers, burglars, rioters, looters, and the like. Itis further contemplated that the closed configuration of the door 116inhibits the transfer of airborne droplets and contagious aerosolsarising within the seating area 108 from reaching the driver cockpit104, thereby protecting the driver from infection.

FIG. 2 illustrates an exemplary-use environment wherein the driverbarrier 100 is placed into an open configuration. As will beappreciated, the driver may put the driver barrier 100 into the openconfiguration during loading and unloading passengers from the seatingarea 108. As shown in FIG. 2 , in the open configuration, the door 116provides a barrier that separates the driver cockpit 104 from anentryway 120 of the bus 112 and the seating area 108. Thus, the openconfiguration of the driver barrier 100 provides a protective shield forthe driver while passengers move into and out of the seating area 108and through the entryway 120. Once the passengers have finished movingthrough the entryway 120, the driver may close the door 116 to place thedriver barrier 100 into the closed configuration shown in FIG. 1 before,again, operating the bus 112.

FIGS. 3A-3C illustrate the driver barrier 100 of FIG. 1 in greaterdetail and placed into different useful configurations. FIG. 3Aillustrates the driver barrier 100 in the closed configuration discussedwith respect to FIG. 1 . As best shown in FIG. 3A, the driver barrier100 comprises the door 116 coupled with a fixed driver side barrier 124and an opaque barrier 128. The driver side barrier 124 may be anoptically transparent material, such as acrylic, polycarbonate, or otheroptically transparent material. Further, the driver side barrier 124 maybe configured to prevent and/or discourage break-in attempts byoccupants within the passenger seating area 108 that may use blunt-forceinstruments, such as sledgehammers, crowbars, knives, pickaxes, bricks,blocks, bats, and the like. In one embodiment, the driver side barrier124 comprises a ⅜″ thick polycarbonate panel. In another embodiment, thedriver side barrier 124 comprises a ¼″ acrylic panel. The opaque barrier128 generally comprises a rigid material such as metal or hard plastic.

With continuing reference to FIGS. 3A-3C, the driver barrier 100 maycomprise one or more stanchions that support the door 116 and thebarriers 124, 128. In the illustrated embodiment, the driver sidebarrier 124 and the opaque barrier 128 are fixedly coupled withstanchions 132. Any of various suitable fasteners may be used to fastenthe driver side barrier 124 and the opaque barrier 128 to the stanchions132. In general, the barriers 124, 128 are mounted within the bus 112behind the driver cockpit 104, and thus provide a protective shieldbetween the seating area 108 and the driver. Further, the transparentmaterial comprising the fixed driver side barrier 124 enables the driverto view the seating area 108 as well as utilize a rearview mirror duringoperating the bus 112.

The door 116 is coupled with the stanchions 132 by way of hinges 136 andsliders 140. As best shown in FIG. 4 , each hinge 136 may be fastenedonto the door 116 by way of a mount 144 configured to support the door116 without cracking the transparent material comprising the door 116.As will be appreciated, the hinges 136 are configured to facilitaterotating the door 116 with respect to the stanchions 132. Thus, thedriver may rotate the door 116 from the closed configuration of FIG. 3Ato an open, aisle configuration shown in FIG. 3B. As described inconnection with FIG. 2 , the aisle configuration enables the driver touse the door 116 as a protective shield that separates the drivercockpit 104 from the entryway 120 of the bus 112 while passengers moveinto and out of the seating area 108 and through the entryway 120. Inthe embodiment shown in FIGS. 3A and 3B, the driver barrier 100 mayfurther include a doorstop 148 configured to support door 116 in theaisle configuration. As will be appreciated, the aisle configuration ofthe door 116 cooperates with the barriers 124, 128 to isolate the driverfrom the seating area 108 and the entryway 120 during loading andunloading passengers. Once the passengers have finished moving throughthe entryway 120, the driver may rotate the door 116 into the closedconfiguration shown in FIG. 3A before resuming operation of the bus 112.

As shown in FIG. 3C, the sliders 140 are configured to facilitateplacing the driver barrier 100 into a stowed configuration wherein thedoor 116 may be positioned adjacently to the barriers 124, 128. In thestowed configuration, the door 116 may be moved between the drivercockpit 104 and the barriers 124, 128, thereby providing free accessbetween the driver cockpit 104, the seating area 108, and the entryway120. As shown in FIG. 4 , each slider 140 generally comprises a seattrack 152 that receives a slide block 156. The seat track 152 may becomprised of stainless steel and configured to allow the slide block 156to slide along a length of the seat track 152. As shown in FIG. 3C, thesliders 140 may be mounted horizontally between the stanchions 132, at atop of the driver side barrier 124 and at a bottom of the opaque barrier128. During stowing the door 116, therefore, the driver may rotate thedoor 116 into the closed configuration shown in FIG. 3A, by way of thehinges 136, and then the driver may slide the door 116 into the stowedconfiguration shown in FIG. 3C, by way of the sliders 140.

It should be borne in mind that the embodiment of the driver barrier 100illustrated in FIGS. 1-4 is exemplary in nature and thus is not limitedto the specific variations shown and described hereinabove. As such,those of ordinary skill in the art will recognize that certain portionsof the driver barrier 100 may be modified and that such modificationsare in accordance with the variations of the invention. For example, thedriver barrier 100 may be modified, without limitation, depending on theparticular vehicle into which the driver barrier 100 is intended to beinstalled.

FIG. 5 illustrates a side ghost-view of a bus 112 that includes anexemplary embodiment of the driver barrier 100 that is installed toprovide a protective shield around a driver cockpit 104. As shown inFIG. 5 , the driver cockpit 104 generally includes a driver's seat 160and a steering wheel 164. The driver barrier 100 is shown in an aisleconfiguration, discussed with respect to FIG. 3B, and thus the driverbarrier 100 shields the driver cockpit 104 during loading and unloadingof passengers. Stanchions 132 are installed at a location rearward ofthe driver cockpit 104 that provides enough clearance to allow a door116 comprising the driver barrier 100 to be placed into a stowedconfiguration behind the driver's seat 160, as discussed with respect toFIG. 3C. Further, the location of the stanchions 132 ensures that anedge 168 of the door 116 remains unobstructed by an interior wall 172and an interior doghouse (not shown) of the bus 112. A doorstop 148 maybe mounted onto a location of a floor 176 of the bus 112 and configuredto support the door 116 in the aisle configuration during passengerloading. Further, the door 116 may include an angled top edge 180configured to remain unobstructed by an interior ceiling 184 of the bus112.

FIGS. 6A-6B illustrate a rear plan view of an exemplary embodiment of afull-face barrier 200 that may be disposed between a driver cockpit 104and a seating area 108 within an exemplary bus 112 as discussed withrespect to FIGS. 1-5 . The full-face barrier 200 includes a driver sidebarrier 204 and a curbside barrier 208 with a sliding door 212 disposedtherebetween. Driver side stanchions 216 may be mounted between a floorand ceiling of the bus 112 and are configured to support the driver sidebarrier 204 and sliding door 212. A curbside stanchion 220 may besimilarly mounted between the floor and ceiling of the bus 112 and isconfigured to support the curbside barrier 208, as shown in FIGS. 6A-6B.

The driver side barrier 204 includes a fixed driver side barrier 124 andan opaque barrier 128 that may be fastened to the driver side stanchions216. Any of various suitable fasteners may be used to fasten the driverside barrier 124 and the opaque barrier 128 to the stanchions 216. Thedriver side barrier 124 may be an optically transparent material, suchas acrylic, polycarbonate, or other optically transparent material.Further, the driver side barrier 124 may be configured to prevent and/ordiscourage break-in attempts by occupants within the passenger seatingarea 108 that may use blunt-force instruments, such as sledgehammers,crowbars, knives, pickaxes, bricks, blocks, bats, and the like. In oneembodiment, the driver side barrier 124 comprises a ⅜″ thickpolycarbonate panel. In another embodiment, the driver side barrier 124comprises a ¼″ acrylic panel. The opaque barrier 128 generally comprisesa rigid material such as metal or hard plastic.

As shown in FIGS. 6A-6B, curbside barrier 208 includes a fixed barrier224 and an opaque barrier 228 that may be fastened between the curbsidestanchion 220 and a curbside wall of the bus 112 by way of any ofvarious suitable fasteners. It is contemplated that the fixed barrier224 is substantially the same as the fixed driver side barrier 124. Assuch, the fixed barrier 224 may be an optically transparent material,such as acrylic, polycarbonate, or other optically transparent material.Further, it is contemplated that the fixed barrier 224 may be configuredto prevent and/or discourage break-in attempts by occupants within thepassenger seating area 108 that may be using any of a sledgehammer, acrowbar, a knife, a pickaxe, a brick, a block, a bat, and the like. Inone embodiment, the fixed barrier 224 comprises a ⅜″ thick polycarbonatepanel. In another embodiment, the fixed barrier 224 comprises a ¼″acrylic panel. Further, the opaque barrier 228 is substantially the sameas the opaque barrier 128, and thus the opaque barrier 228 generallycomprises a rigid material such as metal or hard plastic.

The sliding door 212 is configured to facilitate changing the full-facebarrier 200 between a closed configuration, shown in FIG. 6A, and anopen configuration, shown in FIG. 6B. In the closed configuration, thefull-face barrier 200 provides a protective shield between the drivercockpit 104 and the seating area 108 of the bus 112. It is contemplatedthat the closed configuration of the full-face barrier 200advantageously prevents passengers within the seating area 108 fromaccessing the driver cockpit 104, thereby protecting the driver frompotential hijackers, burglars, rioters, looters, and the like. It isfurther contemplated that the closed configuration of the full-facebarrier 200 inhibits the transfer of contagious aerosols arising withinthe seating area 108 from reaching the driver cockpit 104, therebyprotecting the driver from contagious pathogens. In the openconfiguration, shown in FIG. 6B, the sliding door 212 is moved away fromthe curbside barrier 208 so as to allow passengers to enter and exit theseating area 108 of the bus 112. After the passengers have finishedmoving into and out of the seating area 108, the driver may slide thedoor 116 toward the curbside barrier 208 to place the full-face barrier200 into the closed configuration of FIG. 6A before resuming operationof the bus 112.

The sliding door 212 generally comprises a transparent panel that may bemounted to the driver side stanchions 216 by way of sliders 140 andmounts 144. The sliding door 212 may be comprised of acrylic,polycarbonate, or any similar optically transparent material. Further,it is contemplated that the sliding door 212 may be configured toprevent and/or discourage break-in attempts by occupants within thepassenger seating area 108 that may be using blunt-force instruments,such as sledgehammers, crowbars, knives, pickaxes, bricks, blocks, bats,and the like. In one embodiment, the sliding door 212 comprises a ⅜″thick polycarbonate panel. The sliders 140 are configured to facilitatemoving the sliding door 212 between the closed configuration of FIG. 6Aand the open configuration of FIG. 6B. Preferably, the sliders 140 aremounted horizontally between the stanchions 212, at a top of the driverside barrier 124 and at a bottom of the opaque barrier 128. As bestshown in FIG. 4 , each slider 140 generally comprises a seat track 152that receives a slide block 156. The seat track 152 may be comprised ofstainless steel and configured to allow the slide block 156 to slidealong a length of the seat track 152. Thus, during opening the full-facebarrier 200, the driver may slide the door 212 next to the driver sidebarrier 204 behind the driver cockpit 104.

It is contemplated that the sliders 140 are not to be limited to seattracks 152 and slide blocks 156, as described in connection with FIG. 4, but rather the sliders 140 may comprise any of various slideconfigurations, such as, by way of non-limiting example, roller slidesand ball bearing slides. It is further contemplated that the sliders 140may include additional mechanisms configured to increase thefunctionality of the sliders 140, without limitation. For example, thesliders 140 may be configured to include hydraulic dampening componentsconfigured to prevent the sliding door 212 from slamming closed, thusreducing potential damage to the door 212. In some embodiments, thesliders 140 may include assistive mechanisms configured to automaticallyclose or open the sliding door 212 through a portion of the distancebetween the driver side barrier 204 and the curbside barrier 208.Further, in some embodiments, the sliders 140 may be configured to holdthe sliding door 212 opened or closed until a specific level of force isapplied to the door 212. In some embodiments, the sliders 140 may beconfigured to keep the sliding door 212 locked opened or closed until alever component (not shown) is released.

Moreover, in some embodiments, the sliding door 212 may include hinges136, as discussed with respect to FIGS. 1-5 , in addition to the sliders140. In such embodiments, the hinges 136 facilitate rotating the slidingdoor 212 with respect to the driver side stanchions 216, allowing thedriver to rotate the sliding door 212 from the closed configuration ofFIG. 6A to an aisle configuration as shown in FIG. 3B. As describedherein, the aisle configuration of the sliding door 212 cooperates withthe driver side barrier 224 to isolate the driver from the seating area108 during loading and unloading passengers. Once the passengers havefinished moving into and out of the seating area 108, the driver mayrotate the sliding door 212 into the closed configuration of FIG. 6Abefore resuming operation of the bus 112.

While the invention has been described in terms of particular variationsand illustrative figures, those of ordinary skill in the art willrecognize that the invention is not limited to the variations or figuresdescribed. In addition, where methods and steps described above indicatecertain events occurring in certain order, those of ordinary skill inthe art will recognize that the ordering of certain steps may bemodified and that such modifications are in accordance with thevariations of the invention. Additionally, certain of the steps may beperformed concurrently in a parallel process when possible, as well asperformed sequentially as described above. To the extent there arevariations of the invention, which are within the spirit of thedisclosure or equivalent to the inventions found in the claims, it isthe intent that this patent will cover those variations as well.Therefore, the present disclosure is to be understood as not limited bythe specific embodiments described herein, but only by scope of theappended claims.

What is claimed is:
 1. A driver barrier for isolating a public transitvehicle operator from a passenger seating area of a vehicle, the barriercomprising: a driver side barrier and an opaque barrier mounted behind adriver cockpit of a public transit vehicle; and a door coupled with thedriver side barrier and the opaque barrier for providing a barrierbetween the drive cockpit and the passenger seating area.
 2. The barrierof claim 1, wherein the driver side barrier and the opaque barrierprovide a protective shield between the public transit operator and thepassenger seating area.
 3. The barrier of claim 1, wherein the driverside barrier enables the public transit operator to view the seatingarea as well as utilize a rearview mirror during operating the vehicle.4. The barrier of claim 1, wherein the driver side barrier comprises anoptically transparent material, such as acrylic, polycarbonate, or otheroptically transparent material.
 5. The barrier of claim 4, wherein theoptically transparent material comprises a ⅜″ thick polycarbonate panel.6. The barrier of claim 4, wherein the optically transparent materialcomprises a ¼″ acrylic panel.
 7. The barrier of claim 1, wherein theopaque barrier comprises a rigid material such as metal or hard plastic.8. The barrier of claim 1, further comprising one or more stanchionsthat support the door and the driver side barrier and the opaquebarrier.
 9. The barrier of claim 8, wherein the driver side barrier andthe opaque barrier are fixedly coupled with the one or more stanchions.10. The barrier of claim 8, wherein the door is coupled with the one ormore stanchions by way of hinges and sliders.
 11. The barrier of claim10, wherein the hinges enable the door to rotate between an aisleconfiguration and a closed configuration that separates the drivercockpit from the passenger seating area.
 12. The barrier of claim 11,wherein the aisle configuration of the door operates as a protectiveshield that separates the driver cockpit from an entryway of the publictransit vehicle while passengers move into and out of the seating areaand through the entryway.
 13. The barrier of claim 12, wherein thesliders enable the door to slide between the closed configuration and astowed configuration wherein the door may be positioned adjacently tothe driver side barrier and the opaque barrier so as to provide freeaccess between the seating area and the driver cockpit and the entryway.14. The barrier of claim 1, further comprising a curbside stanchionmounted between a floor and a ceiling of the vehicle and supporting acurbside barrier that includes a fixed barrier and an opaque barrierfastened between the curbside stanchion and a curbside wall of thevehicle.
 15. The barrier of claim 14, wherein the door is mounted by wayof sliders coupled with one or more stanchions that support the driverside barrier and the opaque barrier.
 16. The barrier of claim 15,wherein the sliders enable the door to slide between a closedconfiguration and an open configuration wherein the door may bepositioned adjacently to the driver side barrier and the opaque barrierso as to provide free access between the seating area and the drivercockpit and an entryway of the vehicle.
 17. The barrier of claim 16,wherein the closed configuration comprises the door extending from thedriver side barrier to the curbside barrier to provide a full-faceprotective shield between the driver cockpit and the entryway and theseating area.
 18. A method for providing a driver barrier to a publictransit vehicle operator, the method comprising: fastening a driver sidebarrier and an opaque barrier to one or more stanchions behind a drivercockpit of a public transit vehicle; mounting a first slider to the oneor more stanchions at a top of the driver side barrier; mounting asecond slider to the one or more stanchions at a bottom of the opaquebarrier; configuring a door to extend from the driver side barrier andopaque barrier across an aisle of a passenger seating area comprisingthe public transit vehicle; and coupling the door with the first andsecond sliders by way of slide blocks fastened to a top and a bottom ofthe door.
 19. The method of claim 18, wherein coupling includes couplingthe slide blocks with hinges whereby the door may be rotated withrespect to the first and second sliders, such that the door may berotated between an aisle configuration and a closed configuration thatseparates the driver cockpit from the passenger seating area.
 20. Themethod of claim 18, wherein fastening includes mounting a curbsidestanchion between a floor and a ceiling of the vehicle and supporting acurbside barrier that includes a fixed barrier and an opaque barrierfastened between the curbside stanchion and a curbside wall of thevehicle.
 21. The method of claim 18, wherein configuring the doorincludes configuring the door to slide between a closed configurationand an open configuration wherein the door may be positioned to providefree access between the seating area and an entryway of the vehicle.